Page 9 - Twin & Turbine May 2017

of older aircraft versus later model will focus on the Citations. Not only are they the most prevalent light jet in the market, they represent the most light jet transactions that occur each year in the marketplace. However, the market principles and purchase criteria remain the same regardless of make and model.
Citation: The Owner- Flown Standard
Since the early 1970s, the Citation has been the archetype for the owner- flown light jet. The original Citation, certified in 1971, neatly fit the niche between turboprops and existing business jets. It paved the way for the first business jet that could be flown single-pilot, the Citation II/SP, which significantly expanded the market for a new generation of owner-pilots.
Over the following decades, that original concept would be re-invented in two new iterations: the CitationJet (Model 525) and the Citation Mustang (Model 510). Each model represented an affordable, entry-level jet that was prized for its ease of operation, reliability and docile handling characteristics. It was never the fastest in the light jet space, but it gained market appreciation and acceptance as a practical aircraft with excellent short-field performance. In fact, brand marketing in the Citation’s early years coined the phrase “the sensible Citation” for its all-around capabilities and operating economics.
Most new jets hinge on advancements in engine technology. In the early 1990s, the Williams FJ44 turbofan engine helped re-invent Cessna’s entry-level Citation in the form of the 525, which also featured natural laminar flow wings, wing anti-icing via a heated leading edge, anti-skid brakes and its signature T-tail. The original CJ came standard with Honeywell EFIS and digital autopilot along with a Bendix/King CNI 5000 radio stack. Today, there are any number of avionics retrofit configurations available to add “glass” and WAAS approach capability to the cockpit.
The Citation Mustang continued the tradition as the next entry-level jet that Cessna would reimagine. At the center of the aircraft’s design is the highly efficient Pratt & Whitney Canada PW615F engines
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Why I Love My Legacy Citation If well-maintained, legacy Citations offer capability & reliability with plenty of upgrade options.
by Howard Tobin
Twenty- ve years ago, I was ying a Cheyenne II. I had owned it ve years, having traded up from a Cessna 340. I was on top of the world owning a plane with jet engines. OK, it wasn’t really a jet but rather a turboprop. People like me didn’t y jets, did they?
I had heard about the Cessna Citation, or “Slowtation,” as they called it, and was vaguely aware that it had been certi ed for single-pilot ight. To me, 350 knots and ight at FL410 certainly didn’t seem slow. In fact, it seemed amazing. Of course, I couldn’t resist. Now, 25 years later, I’m still ying the same plane.
Of course, it’s not really the same. I’ve made a lot of changes: RVSM, avionics upgrades to allow WAAS approaches and ADS-B. With the addition of the Stallion upgrade, it’s certainly not slow any longer. A less than 30-minute climb to FL430 is nothing short of exciting.
A lot of people have asked me why I have poured so much money into such an old plane. Mine was built in 1978. That’s not an easy question to answer. To me, it doesn’t seem like an old plane. In fact, it still looks new. My paint is still good and my interior was redone not too long ago. Of course, I didn’t upgrade everything at once, so the cost was spread out over many years.
The other question that I get all the time is whether buying such an old plane makes sense for the pilot rst transitioning to jets. To me, the answer is yes, but there are a lot of factors to consider. There are loads of Citation I and 1SP’s on the market and they can be purchased for a bargain price. The straight I’s are certi ed for two pilots, but single-pilot waivers are readily available. Just remember, they must be renewed each year and you must have a second class medical.
If the plane has been well maintained, I doubt you will have much more trouble than with a newer plane. While the systems are older, Cessna really got it right when they designed this plane. Unscheduled maintenance has been rare over the years I have owned the plane. Grounding problems along with fuel leaks, anti-ice issues and leaking actuators as well as occasional stuck relays seem to be the biggest issues in my experience. Relays tend to fail when they’re not used, so it’s a good idea to exercise them from time to time. Parts are still readily available, and generally, components can be repaired or overhauled. The Sperry autopilot has proven remarkably reliable. The same is true of the pressurization system, which is a maze of pneumatic components. I’ve had some problems, but over the years it has been reliable.
Finding mechanics familiar with the older planes can be an issue, but there are enough resources so that I wouldn’t consider that a deal breaker. Scheduled inspections can run high, but fortunately there is a low utilization inspection program offered by aviation attorney, Richard Bacon that can stretch out the big phase 1 through 5 inspections. I took advantage of that several years ago and it has saved a lot of money in routine inspections.
PHOTO BY JESSICA AMBATS